Explosion-engine.



E. L. THOMAS.

. EXPLOSION ENGINE. APPLICATION FILED 0M. 20, 1909.

Patented May 9, 1911.

4 SHEETS-SHEET 1.

INVENTOR WITNESSES: M J? QZM ATTORNEYS,

E. L. THOMAS.

EXPLOSION ENGINE.

APPLICATION FILED OCT. 20, 1909v Patented May 9, 1911.

4 SHEETSr-SHEET 2.

INVENTOR E. L. THOMAS.

EXPLOSION ENGINE.

APPLIOATION FILED on. 20, 1909.

Patented May 9, 1911.

4 SHEBTSSHEET 4.

INVENTOR wn/msss:

ATTORNEYS.

OFFICE. a

EXPLOSION-ENGINE.

Specification of Letters Patent.

Patented May 9, 1911.

Application filed October 20,1909. Serial No. 523,648.

To all whom it may concern:

Be it known that I, EDWIN L.- a citizen of the United States, residingat Buffalo, in the county of Erie and State of New York, have invented anew and useful Improvement in Explosion-Engines, of which the followingis a specification.

This invention relates generally to a gas engine provided with aplurality of working cylinders and pistons, and more particularly to agas engine having morethan two pairs of such cylinders.

This invention has for its object to provide an improved valve mechanismfor engines of this character whereby one movable valve-member operatestoconnect the firing ends of two working. cylinders in the propersequence with the fuel supply and with the exhaust, ilDClfllSO to permitof the proper timing of such valve-members when installed in an enginecontaining more than two pairs of cylinders, so as to insure propersequence of supplying fuel to and-exhausting the products of combustionfrom the several cylinders and still permit of constructing the mainparts of the several pairs of cylinders alike and ca'stingsuch severalpairs of cy inders from the same pattern.

In the accompanying drawings consisting of 4 sheets: Figure l is a sideelevation of a gas engine, partly in section, embodying my invention andshowing the same applied to an engine having three pairs of cylinders.Fig. 2 is a horizontal section thereof in line 2-2, Fig. 1. Figs. 3 and4 are vertical transverse sections taken in the correspondingly numberedlines in Fig. 2;

Similar letters of reference indicate cor- THOMAS,

responding parts throughout the several views.

In its general organizatiom'this gas en gine comprises a' plurality ofpairs of working or power cylinders 1, 2, 3, 4, 5, 6, each cylindercontaining a reciprocating working piston 7 which is connected bya'pitman 8 with a crank on a crank shaft 9 in a well known manner. Thecylinders are preferably cast in pairs and three of such pairs arepreferably employed, as shown in the drawings, although this number maybe varied to suit the amount of power which it is desired the engineshould'develop.

Between the upper or outer parts of the working cylinders of each pairis arranged a stationary valve case 10 for that portion of the valvemechanism which controls the fuel supply and exhaust of these particularcylinders. This valve-case is preferably cast integrally with therespective pair of working cylinders and has an internal conical bore,face or seat 11 the axis of which is preferably arranged parallel withthose of the working cylinders and on one side thereof. The small end ofthis conical seat is arranged at the top or outer end of the casing andat this place this seat communicates with an inlet pipe or conduit 12whereby the fuel, such as gasolene,'gas or'other explosive agent isadmitted to the respectlve end of the chamber within the casing.

On its side and near its small end the comcal bore of the valve casingis connected at different parts of-its periphery, preferably ondiametrically oppositesides, with the explosion ends, respectively, ofthe compan-Z ion pair of working cylinders by means of main passages orconduits 13, 13. Between these main conduits or passages and preferablyon the outer side of the conical bore of the valve casing near its largeend, this bore is connected with an exhaust conduit or pas:

sage 14 extending laterally outward thereom. I

Engaging with the bore of the valve-casing is a conical valve sleeve,bushing or lining 15 which engages with-the bore of the valve-casing andthe interior of which forms the valve-seat proper. This valve sleeve orlining opens at its upper end into the small end of the valve casingwhich communicates with the fuel inlet, its large lower end is incommunication with the lower end of the valve casing, its side adjacentto the small end is provided at different parts of its circumferencewith two axially-elongated main ports 16, by which the interior of-thesleeve is placed in communication respectively with the main conduitsor. passages leading to the firingor explosion ends of the workingcylinders, and adjacent to its large end and at a point about midwaybetween the main ports 16, and on the outer side of the sleeve the-sameis provided with a circumferentially-elongated exhaust port or outletslot 17 whereby the interior of the sleeve or lining of the valve-casecommunicates with the exhaust-conduit 14.

- Within the lining or sleeve of-the valvecase is arranged the rotatableplug or movable member 18 of the valve which serves to connect therespectiveends of two working cylinders in proper sequence with'the fuelcost the several rotatable plugs of the engine, in the case of onehaving three pairs of cylinders and three rotatable plugs, is organizedso that two of these plugs turn in the same direction while the otherturns in the opposite direction, as indicated by the arrows in Fig. 2.Furthermore, all of the main ports or passages of the several cylindersare made wider than necessary in a direction circumferentially of therotatable valve plugs. The valve lining, bushing or sleeve of each plugis, however, constructed to suit the requirements of that particularpair of .cylinders and the plug cotiperating therewith in order toproduce the proper timing of the fuel admission and exhaust outlet ofthis particular pair of cylinders relative to the other pair ofcylinders. As will be seen in Fig, 2, the main ports of the valvesleeves of the two pairs of engine cylinders at opposite ends of theengine, as a whole, are spaced apart 120 and the valve plug coiiperatingwith the left hand pair of cylinders turns in the direction of the handsof a clock while the valve plug of the righthand pair of cylinders turnsin a direction opposite to the hand of a clock. The valve sleeve of theintermediate or central pair of cylinders has its main ports arranged ondiametrically opposite sides, or in other words, spaced apart 180, andthe valve plug rotates in the same direction as that asso- 'ciated withthe pair of cylinders at the right end of Fig. 2.. It will. be observed,however, that although the main ports of the several valve sleeves arearranged in difierent posi tions relative to their valve plugs, the mainports of these sleeves in all cases openinto the outer ends of the mainpassages leading to the exploding ends of the cylinders. This isaccomplished by making the outer ends of these main passagessutliciently wide to effect communication with the main ports of thevalve-sleeves regardless of the position which the same must assume inorder to produce harmony of action between the several valve plugs. Bythus constructing the main passages of the cylinders, all of the pairsof cylinders can be produced by casting from the same pattern and anydifference as to the exact location and extent of the outer ends of themain passages is taken care of by the valve bushing or sleeves which,although requiring individual care, can nevertheless be produced atconsiderably lower cost than if the exact location of the outer end ofthe main passages was effected in the castin s of the engine cylinders.

In the positions of the valve plugs shown in Fig. 2, the fuel inlet forthe first cyllnder, counting from left to right, is wide open and thepiston in the respective cylinder is cylinders,

makinga suction stroke, exhausting of the products of combustion isabout to begin in the second cylinder, compression of the 6 fresh fuelhas been nearly completed in the third cylinder, the exhaust of thefourth cylinder is open its maximum area, compression of a new chargeof-fuel is just beginning in the fifth cylinder and an explosion hasjust occurred in the sixth cylinder, and the piston therein is beingpropelled forwardly with a workin stroke.

My improve valve mechanism for gas engines renders it possible tomaterially reduce the cost of the same, increase its ethciency andreliability and avoid the wear and undue noise of the valve mechanism asheretofore constructed.

I claim as my invention:

1. An explosion engine comprising two working cylinders, pistonsarranged in said and a valve mechanism having a conical casing which isprovided at its end with a fuel inlet port'and on different parts of itsside with an exhaust port and with two main ports connected respectivelywith said cylinders, a conical valve plug rota: table in said casing andhaving two passages one of which extends from its end to its side and isadapted to connect said fuel inlet port successively with said mainports and the other of which is arranged at its side and is adapted toconnect said exhaust port successively with said main ports, and aspring operating to press said valve with its small end toward the smallend of the easing, substantially as set forth.

- 2. An explosion engine comprising a plurality of pairs of workingcylinders, pistons arranged in said cylinders, and a valve mechanism foreach pair of cylinders comprising a casing having a fuel inlet port,

'an exhaust port and two main ports connecting respectively withthecylinders of a pair, a valve plug rotatable in said. casing and havingtwo passages one of which is adapted to connect said fuel inlet portsuccessively with said main ports and the other of which is adapted toconnect said exhaust port successively with said main ports, and abushing arranged between each valve plug and its case and provided witha port registering with said main ports and said bushings beingrotatably adjustable for varying the relative position of the ports ofthe several bushings, substantially as set forth.

Witness m hand this lstday of October, 1909.

EDWIN L THOMAS.

Witnesses:

THEO. L. Porr, ANNA'HEIGIS.

